Compound gas-engine



(No Model.)

2 SheetsSheet 1. E. R. BALES. COMPOUND GAS ENGINE.

No, 596,352.. Patented Dec. 28, '1 9'7.

FIGLI.

. w INVENTOR WITNESSES 0 W ATTORNEYS.

(No Model.) 2Sheets- Sheet 2.

E. R. BALES. COMPOUND GAS ENGINE.

Patented Dec. 28, 1897'.

UNTTED STATES PATENT QTTTQE,

. EDWVARD R. BALES, OF OENTRALIA, ILLINOIS.

COMPOUND GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 596,352, dated December 28, 1897.

A Application filed October 24,1896. Serial No. 609,871. (No model.)

To all whom it Hui/y concern:

Be it known that I, EDWARD R. BALES, of Oentralia, in the county of Marion and State of Illinois, have invented a new and Improved Compound Gas-Engine, of which the following is a full, clear, and exact description.

The object of the invention is to provide a new and improved compound gas or gasolene engine which is simple and durable in construction, Very effective in operation, and arranged to utilize the motive agent to the fullest advantage, to reduce vibration to a minimum, and to run the engine with a comparatively small fly-wheel.

The invention consists of certain parts and details and combinations of the same, as will be fully described hereinafter and then pointed out in the claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the figures.

Figure 1 is a sectional side elevation of the improvement. Fig. 2 is an enlarged crosssection of the same on the line 2 2 of Fig. 1. Fig. 3 is an enlarged face view of the variable eccentric,with the driving-shaft in section, on the line 3 3 in Fig. 1. Fig. 4: is a sectional plan view of the same with the driving-shaft partly broken away, and Fig. 5 is a sectional face view of the cam for the primary exhaustvalve.

The improved compound gas-engine is pro- Vided with two high-pressure cylinders A and B, containing the pistons O and 0, respectively, connected by pitmen C 0 respectively, with the crank-arms D D respectively, secured on the main driving-shaft D and set at the same angle, so thatthe pistons G and 0 move in unison in their cylinders A and B. On the shaft D is also arranged a crank-arm D standing diametrically opposite to the crank-arms D D and connected by a pitman C with a piston C reciprocating in a low-pressure cylinder E, arranged midway between the high-pressure cylinders A and B. The weight of the pistons O O and their pitmen is approximately the same as that of the piston C and its pitman 0 so that the engine is balancedv to reduce vibrations to a minimum.

The high-pressure cylinders A and B are provided with the usual devices for filling the upper or working ends of the cylinders with explosive mixture and with iguitingdevices for igniting the said mixture, and as these devices are Well known I do not deem it necessary to show and describe the same in detail.

The working ends of the cylinders A and B t are connected by exhaust-ports CL and b with the exhaust-chambers F and F, respectively, secured to the corresponding cylinders A and B and containing the primary exhaust-Valves G and G and the secondary exhaust-valves H and H, respectively. The primary exhaust-valves G and G open'into a pipe or tube I, forming a receiver, from which leads a cylinder 1, adapted to connect by a port a with the Working end of the low-pressure cyliuder E. A valve J reciprocates in the cylinder I to connect the said port 0 alternately with the cylinder 1 and the exhaust I leading to the atmosphere. The pipe I is also provided with a suction-valve I to allow air to pass into the pipe I to mix with the exhaust from the high-pressure cylinders. The purpose of this suction-valve is to avoid the resistance which would be created by the vacuum in the receiver during the downward movement of the low-pressure piston when the engine is startedthat is, before an explosion occurs in either of the high-pressure cylinders.

The primary valves G and G are adapted to open alternately, so that the main portions of the exhausts from the high-pressure cylinders A and B are alternately discharged into the pipe I and the cylinder I, to pass from the latter into the lowpressure cylinderE and actuate the piston C therein at everyrevolution of the shaft D. Thus as the high-pressure cylinders A and A receive alternate impulses at every second revolution of the shaft D and the low-pressure cylinder receives an impulse at every revolution of the shaft D it is evident that the latter is driven continuously by power from the cylinders. It is understood that the inlet and igniting devices for the high-pressure cylinders Aand B are exhaust-valves G and G commences to open at the time the corresponding piston O or G is nearly at the end of the impulse or downstroke, and this valve remains open during about seven-eighths of the following upstroke and then closes. The secondary exhaustvalves H and I1 then commence to open at this period and are held open during the remaining one-eighth of the upstroke, so that the products of combustion still contained in the working ends of the cylinders are discharged to the atmosphere.

It will be observed that the exhaust gases from the high-pressure cylinders are not discharged directly into the low-pressure cylinder, but pass first into the receiver I I, whose communication with the low-pressure piston is controlled by the valve J. The advantage of such a receiver having a valved connection with the high-pressure cylinder and another valved connection with the low-pressure cylind er consists, first, in giving a more constant back pressure to the high-pressure cylinder during the time the exhaust-valvc is open to the receiver; second, in engines where the speed is regulated when necessary by the omission of explosions the use of the receiver will aid to give some continuity of power by the expansion in the low-pressu re cylinder of gases remaining in the receiver.

It will further be observed that the valve J acts both as an inlet-valve and as an exhaust-valve for the low-pressu re cylinder.

The object of providing secondary exhaustvalves is to discharge the combustion productsinto the atmosphere at the time theyhave practically completed their useful work-that is, when the high-pressure piston is nearly at the limit of its instroke and the low-pressure piston near the limit of its outstroke. It will be understood that the gases in the receiver are under a predetermined pressure, and a corresponding pressure is required to open the exhaustvalves of the high-pressure cylinders. If, therefore, the secondary exhaustvalves were omitted, there would remain in the working chamber of the high-pressure cylinder a gaseous residue under the same pressure that prevails in the receiver. The residue would of course interfere with the drawing in of the succeeding charge of explosive mixture. To obviate this defect, the residue is discharged to the atmosphere by opening the secondary exhaust-valves, as described.

In orderto hold the primary exhaust-valves G and G to their seats while pressure is still in the exliaustchambers F and F, I provide the said valves with pistons G and G working in cylinders F and F respectively, formed in the chambers F and F. The valves G and G are exposed to the same pressure as the faces of the pistons, so that the valves remain seated if pressure is still in the chambers F and F. The cylinders F and F are provided with vent-cocks K and K, respectively, so that the under sides of the pistons G2 and G are exposed to the atmosphere, the vent-cocks producing a dash-pot action for the pistons upon their downward n1ovement-that is, at the time the valves G and G are in the act of seating themselves.

The valve-stems G4 and for the primary exhaust-valves G and G are pivotally connected with cross-heads G and G respectively, fitted to slide in suitable bearings L and L, secured to the high-pressu re cylinders A and B. The cross-heads G and G are spring-pressed and carry at their lower ends friction-rollers G and Gr" in peripheral contact with cams N and N, formed on gearwheels N and N respectively, j ournaled in suitable bearings on the engine-frame and in mesh with pinions O and O on the main driving-shaft D. The secondary exhaust-valves l1 and II have their stems II and II connected with spring-pressed cross-heads II and 11", respectively, likewise fitted to slide in the bearings L and L, previously mentioned. The cross-heads II and I1 carry friction-rollers l1 and H in peripheral contact with the cams N and N respectively, secured or formed on the gear-wheels N and N on opposite faces from that on which the cams N and N are located.

The cams N and N serve to open and hold open the primary exhaust-valves G and G during the time previously specified to cause the exhaust from the high-pressure cylinders to pass into the receiver formed by the pipe I and the cylinder 1, and hence to the port 0 and low-pressure cylinder 1, for the purpose above set forth. As soon as the friction-rollers G and G drop off the ends of the projections of the cams then the springs of the crossheads G and G7 cause the primary exhaustvalves to close instantly, and at this time the secondary exhaust-valves H and II are opened by the projections on the cams N and N raising the cross-heads l1 and 11, and consequently opening the said valves. The valves II and ll remain open but a short timethat is, about one-eighth of the return stroke, as previously mentionedto permit the products of combustion remaining in the working ends of the cylinders to pass through the ports a and 1) into the exhaust-chambers F and F and from the latter through the open valves H and II and the exhaust-outlets F and F to the atmosphere.

The valve J has its valve-stem J connected with a cross-head J pivotally connected with the eccentric-head P of an eccentric-strap l, engaged by a disk P fitted to slide transversely on a wheel Q, secured to the drivingshaft D. Various means may be employed to shift the eccentric-disk P transversely on the said wheel Q for increasing or diminishing the throw of the eccentric, so as to regulate or cut off the valve J.

As shown in the drawings, the disk P is pivotally connected by one end of a bell-crank lever R, fulcrumed in the wheel Q and connected by a link R with a shifting collar R -rnounted to turn with and slide on the main shaft D. A shifting lever connects with the collar R to move the same longitudinally on the shaft D and regulate the throw of the eccentric for the purpose previously described.

It is evident that by the arrangement described a continuous impulse is given to the shaft D for rotating the same while the engine is at work, so that the motive agent is utilized to the fullest advantage, and it requires but a light fly-wheel on the shaft D,

' andthe vibrations of the engine are diminished to a minimum, owing to the complete counterbalancing of the parts above mentioned.

It is evident that for different makes of engines different mechanism maybe employed, and hence I do not limit myself to the precise construction of the engine shown and described.

It is also evident that the engine can be run at a comparatively low rate of speed without of theother, a receiver into which is discharged the exhaust from said high-pressure cylinders, alow-pressure cylinder, and a valve controlling the communication of said lowpressure cylinder with the receiver in such a manner that the low pressure cylinder is driven alternately by the exhaust-gases from the high-pressure cylinders, said valve when closing the low-pressure cylinder to the receiver, establishing a communication between said cylinder and an exhaust-port, substantially as described.

2. A compound explosive-engine, comprising a high-pressure cylinder, a low-pressure cylinder having a port adapted to serve as an inlet-port and as an exhaust-port as well, a connection between the exhaust-port of the high-pressure cylinder and the port of the low-pressure cylinder, and a valve located in said connection and arranged to alternately establish a communication from said port of the low-pressure cylinder to the said connection and to the exhaust, substantially as described.

- 3. A compound gas-engine, comprising two four-period high-pressure cylinders, each havin g a primary and a secondary exhaust-valve actuated successively, the secondary exhaustvalves discharging into the atmosphere, a receiver connected to the primary exhaustvalves, a low pressure cylinder having a valved connection with the said receiver and supplied with its motive agent therefrom-,and means for opening and closing the sets of primary and secondary exhaust-valves for the two cylinders alternately, said means being timed to open the secondary exhaust-valves during the last portion of the exhaust strokes, as set forth.

4:. A compound gas-engine, comprising two four-period high-pressure cylinders having their pistons moving in unison, a main shaft connected with the said pistons, an exhaustchamber for each cylinder, each chamber containing successively-operating primary and secondary exhaust -valves, of which the latter open to the atmosphere, the said valves of the two high-pressure cylinders operating successively on alternate strokes of the said piston in the high-pressure cylinders, a receiver connected to the primary exhaustvalves, a low-pressure cylinder having a piston operating in opposite directions to the pistons in the high-pressure cylinders, and a valved connection controlled from the said shaft, for connecting the said receiver with the working end of the said low-pressure cylinder, substantially as shown and described.

5. A compound gas-engine, comprising two four period high pressure cylinders having their pistons moving in unison, a main shaft connected with the said pistons, an exhaustchamber for each cylinder, each chamber containing successively-operating primary and secondary exhaust -valves, of which the latter open to the atmosphere, the said valves of the two high-pressure cylinders operating successively'on alternate strokes of the said piston in the high-pressure cylinders, a receiver connected to the primary exhaustvalves, a low-presssure cylinder having a piston operating in opposite directions to the pistons in the high pressure cylinders, a valved connection controlled from the said shaft for connecting the said receiver with the working end of the said low-pressure cylinder, and means for actuating the said primary and secondary exhaust-valves from the shaft, as set forth.

6. A compound explosive-engine, comprising a high-pressure cylinder provided with a main exhaust-valve, a low-pressure cylinder, a connection from the said exhaust-valve to the low-pressure cylinder, whereby the exhaust from the high-pressure cylinder will be delivered mainly to the low-pressure cylinder, a supplementary exhaust-valve whereby the remainder of the combustion products may escape from the high-pressure cylinder directly,

and valve-operating mechanism timedto open the supplementary exhaust-valve durcylinder, a low-pressure cylinder having a supplementary exhaust-valve during the last Valve-controlled connection with thercceiver, 'part of the exhaust stroke, substantially as a supplementary exhaust-valve whereby the described.

remainder of the combustion products may EDXVARD R. BALES. escape directly from the high-pressure cylin- Witnesses: der Without passing into the receiver, and HARRY ll. BANKS,

valve-operating mechanism timed to open the 711. F. BUNDY. 

